SPECS
ON SALE: Now
BASE PRICE: $21,320
DRIVETRAIN: 4.6-liter, 248-hp, 294-lb-ft V8; RWD, four-speed automatic
CURB WEIGHT: 4,743 lb
0-60 MPH: N/A
FUEL ECONOMY (EPA): 16 mpg

After years of slowly dwindling sales, the Ford F-Series ceded its long-held top spot in May in dramatic fashion. Skyrocketing prices at the pump pushed most new-vehicle buyers into Honda showrooms in search of fuel-sipping Civics, while the F-Series dropped to an unheard-of fifth spot on the list of best-selling vehicles. The environment for truck sales has only continued to crumble beneath its wheels in the months since.

But the F-Series has recouped its king-of-the-mountain status, aided in part by exhausted inventories of smaller, fuel-efficient cars, plateauing fuel prices and generous incentives, but that’s little comfort. It is, after all, a much smaller mountain these days, and while projections for 2008 calendar-year sales of the venerable truck put it over the 500,000-unit mark, that’s a far cry from the nearly 1 million F-Series trucks that Ford sold at its peak.

Eroding sales also forced Ford to delay the launch of its new-for-2009 F-150. As mounting stocks of the 2008 model clog dealer lots, Ford pushed back to this month what should have been a summer debut for the new truck.

Yet those opting for the 2009 F-Series shouldn’t be disappointed. Ford has made a number of significant changes to the truck, making it not only more powerful, less polluting and lighter on fuel but also easier to live with for those who like both their towing and their technology.

For starters, powertrain choices will look largely familiar to most truck buyers, with a trio of eight-cylinder gasoline engines available at launch. Top-line models will have a 5.4-liter, three-valve Triton V8, tuned for the new truck to turn out 320 hp at 5,000 rpm, with 390 lb-ft of torque available at 3,500 rpm. That’s up 20 hp and 25 lb-ft over the 2008 model’s output, largely attributable to less exhaust back pressure and what Ford calls open valve injection, a strategy that also reduces the engine’s emissions. Moreover, Ford has made the 5.4-liter flex-fuel-capable for the first time in the F-Series, meaning that it can run on gasoline or a blend of gasoline and up to 85 percent ethanol.

Replacing the 4.2-liter V6 in entry-level models is a 4.6-liter, two-valve Triton V8, formerly the midrange motor, producing 248 hp at 4,750 rpm and 294 lb-ft of torque at 4,000 rpm, eclipsing the six-cylinder’s output by 46 hp and 34 lb-ft while returning the same fuel economy, an EPA-estimated 16 mpg.

The new entry in the powertrain lineup shows up in mid-level models: a 4.6-liter, three-valve V8 good for 292 hp at 5,700 rpm and 320 lb-ft of torque at 4,000 rpm. As with the 5.4-liter, the three-valve 4.6-liter relies on open valve injection, and both three-valve motors use a new, fuel-efficient six-speed automatic in place of the outgoing five-speed transmission. The base 4.6 two-valve V8 sticks with the four-speed unit it paired with in the outgoing model.

Ford says the entire powertrain lineup boasts an average 1-mpg improvement compared with the 2008 F-150, though the real economy boosters–diesel and turbocharged direct-injection EcoBoost gasoline engine offerings–won’t make their way underhood until 2010.

Besides power and torque, Ford beefed up all aspects of the F-150 that real truck buyers will care about, starting with a fully boxed frame that the automaker says features 10 percent better torsional rigidity than the outgoing model. The stiffer frame helps to increase towing and payload capacities, which, depending on configuration, can reach upward of 400 pounds more than in the comparable 2008 model. And Ford says that every cab style can now tow at least 11,000 pounds.

In addition, tow-friendly electronics such as Advance-Trac traction control with roll stability control come standard, while trailer-sway control, rearview camera and a factory-installed integrated trailer-brake controller are all available.

These refinements in body structure and electronic controls make a marked difference behind the wheel and in a variety of driving situations. Despite a slight increase in wheel articulation, which gives the F-150 even better off-the-asphalt chops, body roll is controlled and predictable through both long, sustained cornering maneuvers and emergency lane changes. And over choppy surfaces, the truck handles impressively, the back end kicking out minimally over the most aggressive road surfaces, with obnoxious washboards soaked up as well as we’ve experienced in a truck. We think the truck’s ride is its most impressive improvement.

Most surprising, however, was how quiet the cabin remains, how remarkably isolated passengers feel from road noises–especially in new-to-the-family Platinum trim.

The grille immediately sets the Platinum-trim trucks apart from lesser F-150s, with its mesh inserts of satin-finish aluminum. But it’s the additional sound-deadening material that keeps out even more noise than with other F-150s. Inside, Platinum trucks get 10-way power captain’s chairs dressed in leather, with extra-fancy ash-wood and brushed-aluminum accents, while outside are unique 20-inch standard wheels in a 16-spoke polished design, all for a starting price worthy of its name: $41,415.

Buyers can choose from three cab styles (regular, SuperCab and SuperCrew), four box lengths and seven trim levels (XL, STX, XLT, FX4, Lariat, King Ranch and Platinum). The permutations come to 35 different mix-and-match scenarios, and in each, Ford has made better use of the space–from its longer, more user-friendly center console to its 30 storage bins–and has made interfacing with the truck’s controls and gauges easier. And Ford continues with the innovations to the truck’s bed, too, with a retractable box-side step joining the tailgate step and stowable bed extender.

Then there’s the 2009 F-150 SuperCrew. Ford stretched its longest cab an additional six inches, giving rear-seat passengers more legroom and increasing interior cargo capacity. Flipping the second-row seats up against the front seats reveals a flat floor and 57.6 cubic feet of space behind the front seats.

As with much of the Ford lineup, the 2009 F-150 gets the automaker’s proprietary Sync system, which allows for voice-controlled access of vehicle communications and entertainment options, even plugged-in MP3 players and mobile telephones. A navigation system is optional, but as with all types of add-ons, you can check too many boxes and watch an otherwise reasonable base price of $21,320 quickly bloat–and who needs another economic stressor right now?

The performance car onslaught doesn’t stop with the RS5. We knew Audi was planning an RS version of the TT coupé, but these spy shots reveal a roadster is on its way, too.

It gets the same 350bhp 2.5-litre twin-turbo five-cylinder engine as the hard-top and a choice of a six-speed manual or twin-clutch S tronic auto. The model boasts R8-style bumpers containing deep air intakes and a ground-hugging spoiler, as well as beefy arches and side skirts. Prices should start at £40,000.

Things are really hotting up at Renault. Following the launch of the three-door Mégane at the Paris Motor Show last week, We can reveal work has already begun in earnest on a flagship Renaultsport version to replace the outgoing R26.

It’s set to hit showrooms in a year’s time with a price tag of around £20,000. The fiery hot hatchback will take on the Volkswagen Golf GTI and Ford Focus ST in a sector that’s proved hugely successful for the French manufacturer in recent years.

We caught the performance three-door virtually undisguised at the Nürburgring race circuit in Germany – and our exclusive illustrations show how the finished model will look.

At first glance, the prototype – which was spied undergoing testing – resembles the regular three-door Mégane. Study it closely, however, and there’s a central tailpipe – a trademark of Renaultsport editions – while the wheels, tyres and brakes are much larger than on the standard model. The final car will have very aggressive styling with a deep front spoiler, lots of air intakes and a full bodykit with plastic inserts.

Under the bonnet, the car will stick with the current R26’s 2.0-litre turbocharged engine, producing at least 230bhp. The new Mégane weighs less than the outgoing model in standard guise, and the hot hatch will use ultra-light materials to
shed even more pounds.

That should lead to a 150mph top speed and a 0-60mph time of less than six seconds, plus better economy and emissions than the R26. A clever electronically controlled differential will help maximise the front-wheel-drive car’s
traction; the weight reduction will benefit handling, too.

Building on the dynamic advances made on the regular Mégane, and with better agility and grip, the new car should be fun to drive. Inside, there will be racing-style bucket seats and brightly coloured trim with metal inserts. Although the three-door will be the bigger seller, a five-door is rumoured.

So is a replacement for the current 175bhp dCi diesel, with even better economy and emissions. The company has a long history of producing special editions, so a Cup version is also expected.

The Renaultsport Mégane is set to make its official world debut at March’s Geneva Motor Show, before going on sale in the UK next autumn.

AutoExpress has a new rendering of the future Alfa Romeo 149. It will be offered in both three and five doors version and will go on sale in the middle of next year as a direct rival to Ford’s Focus (European version).

The 149 is based on the same platform as the Fiat Bravo and Lancia Delta. Just like the Alfa’s smallest car, the MiTo, the 149 will borrow from the lines of the 8C Competizione and translate it into a small hatch — not a bad place to start. Under the hood Alfa Romeo will place a range of 1.4-liter gas turbo and 1.9 diesel units ranging from 120bhp to 250bhp.

This is the exact kind of design that will make small cars popular in the U.S. If (and this is a big IF) Alfa can bring this here as both stylish and frugal, it may have a revolution on its hands.

Brabus works fast. As soon as Mercedes-Benz unveiled the new GLK sport-utility vehicle, the German tuner snatched one up to work its magic.

The company now has a tuning program for every engine offered in the GLK. For the diesel, Brabus has its ECO PowerXtra D6 tuning that delivers an extra 48 hp and boosts the torque up to 435 lb-ft. With that power, the diesel GLK will run from 0 to 62 mph in 6.9 seconds.

On gasoline models, the Brabus B7 kit delivers and additional 15 hp. For people who want more, Brabus can fit a 4.0-liter engine making 332 hp and 310 lb-ft of torque.

With the GLK, it’s also about style.

A body kit for the GLK gives it a lower, sportier look. Brabus adds fog lights and light-emitting diodes in the bumper, new rocker panels, and the rear has cutouts for the stock or an upgraded quad-exhaust.

Other changes that Brabus has engineered for the GLK include:

–Several wheel packages, ranging from one-piece, 17-inch wheels to three-piece, 21-inch rims.

–Sport springs, which lower the SUV’s ride height by 1.4 inches.

–Scuff plates with an illuminated Brabus logo, custom steering wheels and LCD screens in the seat backs.

009 Kia Borrego EX
IN FLEET: Sept. 22 - Oct. 6
AS-TESTED PRICE: $39,295
DRIVETRAIN: 4.6-liter V8; 4WD, six-speed automatic
OUTPUT: 337 hp @ 6,000 rpm, 323 lb-ft @ 3,500 rpm
CURB WEIGHT: 4,621 lb
FUEL ECONOMY (EPA/AW): 17/16.3 mpg

SENIOR EDITOR KEVIN A. WILSON: I “threw” a couple of 20-somethings in the third row. The kids are a lot more flexible than we remember–no complaining about access. They’d have preferred something more comfortable, like the Norge (our long-term Chrysler Town & Country), but it was at the end of a long family wedding reception and they were sleeping off the aftereffects.

As for driving the Borrego, it reminded me of what SUVs were like 10 years ago. The ride is on the trucky side, roughly comparable to, say, a three-row Chevy Trailblazer. Except on bad roads, when it’s worse than most recent competitors. I deliberately amended my route, opting for smooth roads rather than shorter distances, after my first experience on a stretch of poor pavement. The driving character is Ford Explorer-like, with some nosedive on braking and not much steering feel.

If I’m going to drop $40,000 on a V8-powered large-ish SUV, I think I’d go with a company that’s into the third or fourth generation of customer feedback on the form, though I suppose if you matched them feature-for-feature, many domestic and Japanese competitors would be closer to $50,000.

Kia has done a fair job of assessing what’s required in the segment, but there are oddities. Such as trying to fold the third row while the leaving the middle seats up–you have to fold the second-row seatbacks halfway forward to make room for the third row to fold down.

Power is sufficient for the mass and the uses you’d envision for a truck like this, but not awe-inspiring.

The next chapter in Audi’s small car future has just been written. This sensational model is the new A1 Sportback – and it’s a five-door version of the German manufacturer’s forthcoming compact hatch.

The A1 was first unveiled at the Geneva Motor Show earlier this year in the form of the three-door Metroproject Quattro. The wraps came off this more practical model at the Paris exhibition.

Together, the two concepts preview Audi’s forthcoming MINI rival, due on sale in the UK in 2010. And one thing is for sure: if this latest show car is anything to go by, customers are in for something special.

Taking the look of the Metroproject Quattro to new heights, the Sportback adds an extra pair of doors and a host of neat visual details. At the front is a set of adaptive LED headlights, which change their beam width and length according to how quickly the car is travelling.

The rear end features a split tailgate which has a drop-down glass panel and a vertically split screen, too. And the body itself is made from lightweight steel and carbon fibre composites. Under the bonnet is the most powerful incarnation yet of Audi’s 1.4-litre turbocharged TFSI unit, boasting 148bhp.

This is assisted by a 20kW electric motor which provides an extra 150Nm of torque. The hybrid set-up powers the front wheels only – unlike the all-wheel-drive A1 three-door – through a seven-speed S tronic double-clutch box.

Eco-friendliness is the buzz-word for the Sportback, as it also features a stop-start function and regenerative braking. In addition, it boasts Audi’s adjustable Drive Select system, which incorporates a special ‘efficiency’ mode.

Meanwhile, the satellite navigation even has a setting that can plot the most fuel efficient route to a destination, taking into account inclines and traffic density.

As a result of all these features, the A1 Sportback is remarkably economical, returning a hugely impressive 72.4mpg combined. The car is extremely clean, too, emitting a mere 92g/km of CO2. And it should be a lot of fun to drive thanks to the inclusion of Audi’s Magnetic Ride system, which was seen for the first time on the R8.

The hi-tech equipment continues inside. While the three-door concept featured a plug-in iPhone-style set-up which started the car and allowed a range of settings to be adjusted, the Sportback accepts a variety of mobiles.

Owners simply download some software from Audi, which allows their phone to ‘talk’ to the car. It can then be used to start the engine and remotely change temperature, warming up the interior on cold days.

When the A1 officially arrives in 2010, buyers can expect a wide range of engines – including the latest small-capacity turbo petrols and super-clean diesels.

An Audi spokesman told Auto Express that a hybrid version “would be available at some point down the line”. Prices should start from around £15,000.

As-tested price: $65,015
Drivetrain: 5.0-liter V8; AWD, seven-speed automatic
Output: 390 hp @ 6,500 rpm, 369 lb-ft @ 4,400 rpm
Curb weight: 4,575 lb
Fuel economy (EPA/AW): 16/17.3 mpg
Options: Sport package including continuous damping control with auto and sport mode, rear active steer, adaptive front lighting system, auto-leveling headlights, sport-style front seats, driver’s seat with power bolster adjustment, thigh support for driver and front passenger, dark-tinted headlights, side air vents and lower side trim ($3,000); technology package including intelligent brake assist with forward collision warning, lane-departure warning and prevention, precrash seatbelts, intelligent cruise control, distance control assist, rain-sensing front windshield wipers ($2,900); Infiniti mobile entertainment system, DVD player in front-center console, wireless headphones, nine-inch, flip-down headliner-mounted display ($1,600)

OUR TAKE: “Performance” SUVs usually are easy targets to bag on. But for those who like the idea of a relatively fun-to-drive vehicle in a more utilitarian package than that offered by a two-seat sports car, this FX is a legitimate option.

The aggressive exterior styling is jolting, perhaps even polarizing, but we like it. Inside, the interior is very nice, with quality stitching and controls. Switch the suspension to Sport, and it is amusing to toss the FX around, especially with a solid engine putting out plenty of power and torque for this kind of vehicle. We always like the option to use the paddle shifters to cycle through the gearbox, but we can’t figure out why so many manufacturers insist on mounting the paddles to the steering column. It only serves to make it difficult to reach them when you have steering lock wound on.

Short of offerings from AMG, BMW and Porsche, there aren’t many high-riding sport-utes that are as fun to drive as this one. It’s worth a look if you want some driving fun in this type of package.

General Motors, with its stock now selling at 1950s era prices, staunchly maintains that bankruptcy reorganization is not an option.

In a statement issued on Friday, October 10, the company said, “Clearly we face unprecedented challenges related to uncertainty in the financial markets globally and weakening economic fundamentals in many key markets, but bankruptcy protection is not an option GM is considering.”

“Bankruptcy would not be in the interests of our employees, stockholders, suppliers or customers, and we believe speculation about a possible filing is exaggerated and unconstructive.”

On Thursday, October 9, GM shares closed at $4.76 down $2.15 for the day. Standard and Poor’s moved the company’s credit rating on watch, warning of a possible downgrade to junk status.

The official S and P statement read, in part, “We believe GM currently has adequate liquidity for at least the rest of 2008 as measured by cash balances and available bank facilities, but the accelerating deterioration in industry fundamentals will be a serious challenge to liquidity during 2009.”

In trading today the stock briefly fell to $4 before jumping to the $5 level and holding there around 10 a.m. The volatility of current trading, however, offers no guarantees.